Hydraulic braking system



April 1:9, 1949. A. MAJNERI HYDRAULIC BRAKING SYSTEM 10 Sheets-Sheet 1 Filed Deo. 26, 1944 Km MN ...A n m, a 5 W u M L. .f v. B 3 44 L @A @L q l.

4free/vers April 19, 1949. L. A. MAJNERI.

HYDRAULIC BRAKING SYSTEM l0 Sheets-Sheet 2 Filed Dec. 26. 1944 #Trae/v rs April 19, 1949.

Filed Dec. 26, 1944 A. MAJNERI HYDRAULIC BRAKING SYSTEM 10 Sheets-Sheet 3 Trae/vers ,April 19, 1949- A. MAJlxnsr-:ll 2,467,560

HYDRAULIC BRAK'ING SYSTEM Filed Deo. 26, 1944 10 Sheets-Sheet 4 19T rai/vg ya April 19, 1949. L. A. MAJNERI HYDRAULIC BRAKING SYSTEM 10 Sheets-Sheet 5 Filed Deo. 26, 1944 INVENTOR Luaw/aZ/VA/Msw/ BY A wm-wf ww rro/P/veyd April 19, 1949. L. A. MAJNERI I'IYDRULCr BRAKING SYSTEM Filed D60. 26, 1944 10 Sheets-Sheet 6 IIIIL INVENTOR. Laan/1G AMM/vee,

BY QA) WMM/x# rror/va rs April 19, 1949. 1 A. MAJNERI HYDRAULIC BRAKING SYSTEM 1o sheets-sheet 7 Filed Dec. 26, 1944 T7-0 @We YS April 19, 1949. L. A, MAJNERI' HYDRAULIC BRAKING SYSTEM 10 Sheets-Sheet 8 Filed Deo. 26. 1944 INVENTOR.

A .rrof/vers,

April 19, 1949.

Filed Dec. 26, 1944 1 A. MAJNERI 2,467,560

HYDRAULIC BRAKING SYSTEM 10 Sheets-Sheet 9 rrafwenr L. A. MAJNERIA HYDRAULIC BRAKING SYSTEM April 19, 1949.

10 Sheets-Sheet 10 Filed Deo. 26, 1944 Wmv R@ m'wvm WJ n s MM WN v m M m a my M w bm.

Patented Apr. 19, 1949 2,461,560 HYDRAULIC Baaxmc sYs'raM y Ludwig A. Meinen,

to TheWarner i Mich., a

Grosse Pointe, Mich., Aircraft Corporation, corporation of Michigan assigner I Detroit,

Application December 26, 1944, Serial No. 569,786

9 claims. (ci. so-im' Installations employing separate braking sys- I tems are usually employed on aircraft where it is desirable to brake the ground engaging wheels at opposite sides of the aircraft-independently of one another to assist in maneuvering the aircraft on the ground. However, when the aircraft is parked it is also desirable to apply the brakes of all of the systems in unison and to maintain the brakes applied throughout the parking period. The present types of parking devices available for the above purpose are none too satisfactory, as difliculty has been experienced in maintaining the brakes applied regardless of temperature variations in the surrounding atmosphere and irrespective of small leaks that may be present in the system. This dilculty is especially critical in the larger types of aircraft where the hydraulic tubes are necessarily long or, in other words, where the displacement of the systems vis substantially great.

With the above in view this invention contemplates a hydraulic brake installation embodying a parking feature which assures maintaining the brakes applied regardless of temperature chan and irrespective of the displacement of the sys tem. According to the present invention, theY high pressure accumulator usually forming a part ofstandard equipment on aircraft and the hydraulic `fluid reservoir are capableof being alternatively connected to the brakes in all of the systems by a single valve. `This valve not only acts as a reducing valve to limit the pressure supplied by the accumulator to the required parking pressure but, in addition, operates to replenish uid from the accumulator in the event of a drop in fluid pressure in the systems and to return uid in the systems tothe reservoir in the event exp nsion of the iiuid in the'systems takes place.

Another object of this inventionfisto provide".

a power parking valve capable of being used in a hydraulic brake installation wherein each braking system comprises a to operation of the manually operable devices to connect the hydraulic brake actuatorsto the accumulator. y

The foregoing as well asother objects will be made more apparent. asthis'description proceeds,

pressure supply l power valve responsive other .embodiment of this invention;

especially when considered in connection with the accompanying drawings, wherein:

Figure 1 is a diagrammatic view of a hydraulic .brake installation embodying the features o! this invention; y

Figure 2 parking valve sh w'njin Figure 1;.

' Figure s, is a sectional'view taken substantially on the plane indicated by the line 3-3 of Figure 2; t l Figure 4 is a diagrammatic view of a modied brake installation embodying further features of this invention; 4

Figure 5 is a. sectional view through the power parking valve shown in Figure 4;

Figure 6 is a sectional view taken substantially on the line, 6-6 of Figure 5;

Figure 7 is a sectional view through one of Athe power brake valves shown in Figure 4;

Figure 8 is adiagrammatic view ofstill an- Figurev 9 is a sectional view of the power parkingvalve shown in Figure 8; `Figure 10 is a sectional view taken substantially on the line Ill-I0 of Figure 9; and

'Figure' 11is a sectional View through one of the power Vbrake valves shown in Figure 8. i

Although it will be understood as this; descrip- Y tionv proceeds that the invention may be'used in connection with practically any type of hydraulic I for the purpose of maintaining febrakelor brakes in the latter applied,never theless, the invention. is shown for the purpose f' of illustration as e bodied in an installation havas having a reservoir an accumulator I8 adapted to contain hydraulic 4device such, for example, as a master ing two separate braking systems of the general type used on aircraft. l

Referring rst to the embodiment :of the invention shown in Figures 1'to 3 inclusive of the drawing, it will be noted that the installation shown in Figure 1 comprises two braking systems I5 and I6. Inadditon the installation lsshown I1 for braking fluid and braking fluid under relatively high pressure. A pump I9 is provided having-the intake side connected to the reservoir I1 bya` conduit 20 and vhaving the exhaust sidecommunicatingwith a accumulator I8 by means of a'conciuit 2 I-.'. wir i;

Each braking system -comprises V'at leastrone brake'22., a manually operable pressure producing cylinder V 23 and a control or shuttle valve 24.

therein, and having a The brake 22 .comprises a'brake drum 25 havy ing -brake friction means 26 suitably supported hydraulic actuator 21 supis a sectional -view through the power ported in the brake drum 2l between adiacent ends of the brake friction means II for operating the latter.

I'he device Il comprises a cylinder 2l and a piston 2! slideably mounted in the cylinder. The upper end of the cylinder is suitably pivotally mounted on a support Il and thelower end of the cylinder is provided with an opening for receiving the piston rod Il. The piston rod Il is connected at the lower end to a manually operable control member 32 and is connected at the` upper end to the piston 2! in the cylinder 'I'he piston 2l is normally urged in an upward direction by means of a coil spring I3 supported in the cylinder 2l below the piston. The upper end o f the cylinder 2l ls connected to thevreservoir Il and the lower end of the cylinder 28v is connected port 5I communicates with the reservoir Il v through the medium of a conduit l2.

A sleeve l) formed of a material having high wear resisting characteristics is secured in the i chamber 4ly and the bore through the sleeve is to the hydraulic actuator A2'! through the shuttle valve 24, .The arrangement is such that downward movement of the piston 2l by the operating member I2 causes the nuid under pressure in the cylinder 2l below the piston 2l to ilow through the shuttlev valve 2l to the hydraulic brake actuator 21. 0n the other hand when the'operating member l2 is released, the spring 3l moves the piston 2! upwardly to enable the iluid under pressure to return to the reservoir. It will, of course, be understood that the brakes 22 in the two systems may be independently operated by separately manipulating the control members 32.

The'shuttle valves 24 for both hydraulic braking systems are supported in a common housing I4 and each valve comprises a plunger 3i which is slideably mounted in a cylindrical chamber Il formed in the housing u. As shown in Figures 2 and 3 of the drawings, it will be noted that each valve chamber 3l is provided with reduced chambersll and Il at opposite ends thereof. 'I'he reduced chambers I1 are provided withintake ports Il which respectively communicate with the lower ends of the cylinders 2l in both braking systems throughs conduit ll and the chambers Il for both valves are also respectively provided with intake ports 4i which communicate with an annular chamber 42 to be more fully hereinafter described. Upon reference to Figure 2 ofV the drawings, it will be noted that the chambers I. are also provided with outlet ports I3 intermediate the inlet ports previously described and which respectively communicate with the hydraulic brake actuators 21 in both braking systems through a conduit u.

Each valve plunger II has portions at opposite ends which alternatively project into the chambers Il and 3l upon movement of the valve member in opposite directions in the chamber. 3l. Suitable O-ring seals Il are provided on opposite ends of each valve member n to prevent the escape of iiuid under pressure into the chamber l0 from either of the reduced chambers Il and Il, depending upon which-of these chambers is engaged by the valve member Il. The valve plungers 3l are normally held Figure 2 o! the drawings where the chambers Il are sealed from communication with the outlet Iports '4l by means of ooil springs". In other words'the coll springs Il normally urge the valve plungers 3l to positions .wherein communication is established between the master` cylinders 2l and the hydraulic brake actuators 2l.

A third valve 41 is provided between the ecnin the positions shown in formed with axially spaced annular grooves M and Il. The annular groove I4 communicates with the inlet port I! and the annular groovey Il communlcateswith the outlet port Il. Suitable O-ring seals yIl are provided at strategic points to prevent the escape of iluid under pressure through the Joint between the sleeve I3. and bore Il. v

A valve member Il is supported in theI chamber Il for sliding movement in opposite directions and has a reduced portion Il at the upper end which projects through the adjacent wall of the housing trol valves 2l for not only applying the brakes 22 v in both systems but for maintaining these brakes applied for parking purposes. The valve 41 selected for the Purpose of illustrating this embodiu. The projection Il is adapted for engagement with an operator in the form of a cam Il rotatably supported on the top wall of the housing. The valve member 51 is formed with an annular groove Il intermediate the ends thereof and is provided with a chamber Il which communicates with the annular groove Il through ports l2. The annular groove Il is so positioned that it alternatively'registers with the grooves Il and Il upon movement of the valve member Il in opposite directions in the valve chamber Il.

The lower end of the valve member Il is formed with an enlargement Il which cooperates with' ports II. As previously stated the chambery!! communicates with the lower ends of the chamn bers Il through the inlet ports 4I.

'I'he valve member I1 is normally urged to the position thereof shown in Figure 2 by a coil spring l1 arranged to act on the lower end Il oi' the valve member. In this position oi' the valve member Il fluid under pressure from the accumulator Il enters the inlet port 0 and passes intothe valve chamber Il through the. annular groove Il andports l2. The iluidunder pressure iiows from the chamber Il through the ports Il into chamber- N and also passes into the chamber "through the ports II. The iluid under pressure iiows from the chamber I2 into the lower ends of the chambers 3l through the inlet ports Il and moves vthe valve members Il against theaction of the springs Il to establish communication between the inlet ports ll and the outlet ports As a result iiuid under pressure is admitted to the hydraulic actuators Il through the conduits 44 and the brakes are applied.

AttentionY is again directed to Figure 2 of the drawings wherein it will be noted that the pressure of the duid in the annular chamber Il acts upon the top surface of the enlargement Il at the lower end of the valve member Il. When this pressure exceeds the force exerted by the spring Il. the valve member l1 is moved downwardly to close the inlet port Il. In the event the pressure in the chamber Il rises above a in Figures and 6.

When it is desired to release the brakes from the influence of the 'parking pressure, the cam 59 is rocked to force the valve member 51 downwardly against the action of the spring 61 to register the annular groove 68 with the outlet port 58 or reservoir |1. When this condition exists, the shuttle valves are returned by the springs 49 to the positions shown in Figure 2, wherein the ports 4| are closed thereby and wherein the ports 39 are opened to enable independent operation of the braking systems in accordance with conventional practice.

The hydraulic brake installation shown in Figures 4 to '1 inclusive is similar to the first described form of the invention in that two independent braking systems are provided. Accordingly the same reference characters employed in the first described form of the invention are used to indicate corresponding parts of this embodiment. The principal difference between this embodiment and the one previously descrlbedis that a power valve 1l! is provided in each system and also the specic construction of the parking valve 1 1| is somewhat diierent.

The power valve 1li is located in each system between the shuttle valve 24 and the hydraulic actuator 21. One type of power valve which has been successfully used is indicated in Figure 7 of the drawings and is of the same construction as the power valve assembly shown in my copending application Serial No. 546,347, filed July 24, 1.944, now abandoned. Briefly this valve coinprises a casing 12 I municating with the outlet port 43 of the shuttle valve through a conduit 14 and is provided with an outlet port 15 which communicates with the hydraulic actuator 21 through the medium Lof a conduit 16. In addition the casing 12 is provided with a second inlet port 11 which communicates with the accumulator I8 through the conduit 18 and is further provided with a second outlet port 19 which communicates with the reservoir |1 through the medium of a conduit 80.

Assuming that the brake 22 in one system is to be operated, it will be noted that movement of the operating member 32 to its operative position affects a downward movement of the piston 29 in the cylinder 28 and thereby forces fluid under pressure from the master cylinder 23 through the shuttle valve 24 to the inlet port 13. As uid under pressure enters the casing 12 through the inlet port 13, the valve member 8| in the casing is moved against the register the port 83 in the valve member with theinlet port 11. As a result iiuid under pressure flows from the accumulator I8 through the inlet port 11 to the outlet port 15 and since the latter is connected to the brake actuator 21, it follows that this actuator is operated by the fluid under pressure to apply the brake 22. On the other hand when the operating member 32 is released, the spring 82 returns the valve member position shown in Figure '1 wherein communicahaving an intake port 13 com.

action of the spring 82 tok 8| to they 6 tion is established between the port 15 and the port 19. As a result the brake actuator y21 is connected to unnecessary. f

The' parking valve 1I is shown more in detail This valve comprises a casing which isvsimilar to the casing 84 previously described in that it houses the two shuttle valves 24 as well as the-parking valve 1|. The parking valve 1| comprises a cylindrical chamber 86 having an intake port 81 and having twooutlet ports 88 and 89; A sleeve 98 formed-oi a material of high wear resisting qualities is secured in the chamber 86 and the borethrough the sleeve is formed with two axially spaced annular grooves 9| and 92. The groove 9| registers with the inlet 81 and the groove 92 registers with the outlet port 88. The inlet port 81 is adapted to communicate with the accumulator |8 `through a four-way valve 93 and the outlet port 88 is adapted to communicate directly with the reservoir |1 through the medium of a conduit 94. The

outlet port 89, onthe other hand, is adapted to communicate with the reservoir |1 through the valve 93. The valve 93 is ofthe four-way type having apassage 94 for alternatively connecting the inlet port 81 with the accumulator I8 and the outlet port 89 with the reservoir I1.

A valve member 95 is supported for sliding movement-in the sleeve 99 and is formed with an enlargement 96 at the lower end which cooperates with adjacent portions of the sleeve and valve member to form an annular chamber 91. The chamber 91 communicates with a chamber 98 in the valve member through ports 99 and also communicates with the inlet ports 4| of the shuttle valves through the ports |00, annular passage |09', ports inl' and annular chamber |92. The valve chamber 98 communicates with an annular groove |8| formed in the outer surface of the valve member in a position to alternatively register with the grooves 9| and 92 as the valve member moves in.

opposite directions in the sleeve 90. The valve member 95 is normally urged to theposition shown, v

in Figure 5 by a coil spring |82 acting on thel lower end of the valve member. In this position of the valve member 95, the grooveV I|l| registers with the inlet port 81 through the groove 9|.

In the event it is desired to operate the brakes for parking purposes, the four-way valve 93 is manipulated to register the passage 94' with the accumulator i8 and with the inlet port 81. As a. result, fluid under pressure from the accumulator I8 enters the valve chamber 98 and flows through the ports 99 into'the chamber 91. inasmuch as the chamber 491 communicates with the lower ends of the shuttle valve chambers through the inlet ports 4|, it follows that the shuttle valves are moved upwardly to close the inlet ports 39 leading to the master cylinders. When the shuttle valves are in the above position, fluid under pressure flows from the accumulator through the parking valve 1| to the brake actuators 21 to apply the brakes.

As uid under pressure builds up in the chamber 91 it acts on the enlarged end 96 of the valve member and when this pressure exceeds the force of the spring |82 the valve member is moved downwardly to close the inlet port 81. In the event the pressure in the chamber 91 rises above f a predetermined value, the valve member moves sufficiently to register the groove ||l| with the groove 92 to thereby enable fluid under pressure from the hydraulic actuators to bleed into the reservoir I1. Thus it will be noted that the valve member ll .moves in opposite directions in the valve chainber to maintain the iiuid in the systemsfto the desired parking pressure.

When. it is -desired to release the hydraulic brake actuators, the four-way valve is merely moved to the position shown by the full lines in Figure 4 to connect the outlet port l! to the reservoir. Fluid pressure is then permitted to iiow. from the chamber I1 through the chamber |00',

ports ill' and chamber |02' to the outlet port s! which is connected to the reservoir I1 in the position oi the valve il shown by thefull lines in Figure 4 ofthe drawings. As aresult, iiuid pressure in thebraking systems drops andthe valve member si is returned by the spring |02 to the position shown in Figure 5. Also.' the shuttle valves 35 are returned by the springs It to the position thereof shown in Figure 5 wherein the ports 4l are closed thereby. v Referring now to the embodiment of the invention shown in Figures 8 to i1 inclusive, it will be noted that with the exception or the specic construction oi' the parking valve lil and the location of the power valves i I I, the braking systems operate in substantially the same manner as set forth in connection with the. embodiment of the invention shown in Figures 4 to 7 inclusive.

`Accordingly corresponding parts of the systems are indicated by like referencecharacters. v

In detail the power valves i Il iare located in the respective braking systems between the shuttle valves and the accumulator Is. The speciiic construction of the power valves shown is the same as the valve shown in Figure 6 of my said eopending application Serial No; 546,347, iiled July 24, 1944, now abandoned. Brieiiy it action of the spring Il! to register the annular member 0l merely moves downwardly Isainst the groove Ill in the valve member withthe outlet port Il to relieve this pressure. As soon. as this pressure approaches the predetermined value, the spring I l2 moves the valve member Il upwardly to close the outlet port Il and to open the intake port s1 if the pressure :aus below the desired value. A

When the three-way valve Il! is moved to its operative position wherein the passage II1 registerswith the ports lil and il., it will be noted that the ports ill and il are connected to supply fluid Vunder pressure to the actuators 21 thropgh the shuttle valves 24.

.Thus from the foregoing, it will be noted tha each embodiment of. the invention discloses a hydraulic brake installation having a parking valve which may be used in connection with a single braking system or in connection with a plurality of braking, systems to maintain the brakes applied irrespective of expansion and contraction of the braking tiuid in the system or systems.

It will further be noted that the parking valves in each embodiment also operate independently of the normal brake operating means and do not interfere with the latter in applying the brake or brakes.

What I claim as my invention is: 1. Hydraulic operating mechanism comprising independent hydraulic systems, an' actuator will be noted from Figure 11 that the power valves Iii operate in the same manner as the power valves ll, except for the fact that the valve members ll are mechanically operated from the operating members I2 instead of Abeing hydraulically operated by the master cylinder as is the case in` the embodiment of the invention shown in Figures 4 to 7 inclusive.` Therefore it will suilice to point out that when the operating members 32 are actuated to move the -valve members 8| downwardly against the action of the springsy s2, iluid under pressure ilows from the accumulator Il through the shuttle valves 24 to the hydraulic brake actuators 21.

Upon reference to Figures 9 and 10 it will be noted that the parking valve lill is similar to the parking valve 1|, except that it is' controlled by a three-way valve il! and the intake port 81 is directly connected to the accumulator Il. Alsov three-way valve is connected to the reservoir i'l* and the intermediate port ill is connected to the port It. f

When the shown in Figure 10 the lower ends of the shuttle valves are connected to the reservoir I1 and thev parking valve is inoperative. Also in this position it will be noted that the port i Il in the three-way valve isclosed so that the chamber `sl contains huid under pressure even when the valve is in its released position. Thus the valve member l5 operates to maintain the desired parking pressure in the chamber Il because i! this pressure should increase beyond a predetermined value, the valve tlu'ee-way valve is in the position` in each system operated by fluid under pressure, an independently operable-,pressure producing device in each system for supplying iiuid under pressure tothe actuators, a control valve between the device and actuator of each system. an accumulator containing duid under pressure, and a valve common to said systems located between the control valves and accumulator for operating the control valves to close communication between the latter and said devices and to connect the actuators to the accumulator for supplying iluid under pressure to the actuators in each of the'systems independently Vof said devices.

2. Hydraulic operating mechanism comprising independent hydraulic systems, an actuator inv each system operated by iiuid under pressure,

an accumulator containing iiuid under .pressure, an accumulator containing iiuid under pressure, a reservoir for the iiuid, a power valve in each system for respectively connecting the actuators in said systems to the accumulator,

independently operable 'pressure producing devices for respectively actuating the power valves, and a parking valve operable independ- 1 ently oi.' said devices for connecting the accumulator to the actuators in said systems and having a valve member movable in response to 4pressure variations in the systems above and below a predetermined value to alternatively connect the actuators to the accumulator and reservoir.

4. Hydraulic operating mechanism comprising independent hydraulic systems, an actuator in each system operated by fluid under pressure, a pressure producing device in each system for independently supplying fluid under pressure to the actuators, a control valve between the deviceand actuator of each system, an accumulator containing fluid under pressure, a reservoir for fluid, a power valve between the control valve and hydraulic actuator of each system and operable by the fluid under pressure passing through the control valves to connect the actuators to the accumulator, and a parking valve common to said systems operable indedependently of saiddevices for actuating the power valves to connect the accumulator to the actuators and having a valve member movable in response to pressure variations in the systems above and below a predetermined value to alternatively connect the actuators to the accumulator and reservoir.

5. Fluid pressure operating mechanism comprising independent fluid pressure systems, each system having a pressure producing device and having an actuator connected to the device for 'operation by the latter, a supply of fluid under pressure common to both systems, a control valve in each system between the pressure producing device and actuator operable to alternatively connect the actuator to the pressure producing device and common fluid pressure supply, and a valve between said fluid pressure supply and said control valves for controlling the operation of the latter.

6. Fluid pressure operating mechanism comprising independent fluid pressure systems, each system having a pressure producing device and an actuator connected to the device for operation by the latter, a supply of fluid under pressure common to both systems, a control valve in each system between the pressure producing device and the actuator movable to one position to provide a fluid connection from the pressure producing device to the actuator` and movable to a second position by the fluid under pressure from said common supply to close the fluid connection aforesaid from the pressure producing device to the actuator, and to connect the actuator to said common fluid pressure supply and a valve between the common fluid pressure supply and said control valves for selectively and simultaneously opening and closing the uid connections between the control valves and the common fluid pressure supply.

7. Fluid pressure operating mechanism comprising independent fluid pressure systems, each system having a pressure producing device and having an actuator connected to the device for operation by the latter, a supply of fluid under pressure common to both systems. a control valve in each system -between the pressure producing device and actuator, said control valve being provided with a chamber having an intermediate port connected to the actuator and having second and third ports at opposite sides of the intermediate port respectively connected to the pressure producing device and common fluid pressure supply, a valve member in the chamber of each control valve normally positioned to connect the second port to the intermediate port and movable to a second position by the fluid pressure at the third port for connecting the latter to the intermediate port and for closing the second port, and a valve between the common fluid pressure supply and the control valves for selectively connecting the third ports of the two control valves to said common fluid pressure supply.

8. Fluid pressure operating mechanism comprising independent fluid pressure systems, each system having a pressure producing device and having an actuator connected to the device-for operation by the latter, a second supply of fluid under pressure, a control valve in each system between the pressure producing device and actuator for alternatively connecting the actuator to the pressure producing device and second source of fluid pressure supply, and a valve between the second fluid pressure supply and the control valves for controlling the operation of the latter.

9. Fluid pressure operating mechanism comprising independent fluid pressure systems, each system having a pressure producing device and having an actuator connected to the device for operation by the latter, a second supply of fluid under pressure, a control valve in each system between the pressure producing device and actuator for alternatively connecting the actuator to the pressure producing device and second source of fluid pressure supply, a valve common to both systems and located in a fluid connection between the actuators and the control valves, said valve having a valve member movable to one position to connect the actuators to the second source of fluid supply and movable to another position in response to a predetermined pressure rise at the brake actuators to connect the actuators to the reservoir, and means operated by fluid pressure from the second source in response to movement of the valve member to said flrst position for operating the control valves to close communication between the latter and pressure producing device.

LUDWIG A. MAJ NERI.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,938,979 Sawtelle Dec. 12, 1933 2,009,515 Pardee July 30, 1935 2,148,268 Kerr Feb. 21, 1939 2,213,947 Bowen Sept. 10, 1940 2,254,890 Gardiner Sept. 2, 1941 2,306,346 Rockwell Dec. 22, 1942 2,312,726 Munro Mar. 2, 1943 2,331,214 Milster Oct, 5, 1943 2,366,606 Fites Jan. 2, 1945 2,367,194 Boldt Jan. 16, 1945 2,394,343 Vorech Feb. 5, 1946 

